JP2013035419A - 制御装置 - Google Patents
制御装置 Download PDFInfo
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- JP2013035419A JP2013035419A JP2011173219A JP2011173219A JP2013035419A JP 2013035419 A JP2013035419 A JP 2013035419A JP 2011173219 A JP2011173219 A JP 2011173219A JP 2011173219 A JP2011173219 A JP 2011173219A JP 2013035419 A JP2013035419 A JP 2013035419A
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- rotational speed
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- 238000010248 power generation Methods 0.000 claims abstract description 130
- 238000002485 combustion reaction Methods 0.000 claims abstract description 81
- 230000005540 biological transmission Effects 0.000 claims abstract description 53
- 230000007704 transition Effects 0.000 claims description 15
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- 230000007246 mechanism Effects 0.000 description 38
- 230000008859 change Effects 0.000 description 24
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- 238000013021 overheating Methods 0.000 description 10
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- 239000000446 fuel Substances 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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- Y10S903/93—Conjoint control of different elements
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
【解決手段】内燃機関と車輪とを結ぶ動力伝達経路に、内燃機関の側から順に、第一係合装置、回転電機、第二係合装置、及び出力部材、が設けられた車両用駆動装置を制御対象とする制御装置。制御装置は、第一係合装置及び第二係合装置の双方の直結係合状態で回転電機に発電を行わせる第一制御モードから、第一係合装置の直結係合状態且つ第二係合装置のスリップ係合状態で回転電機に発電を行わせる第二制御モードを経て、第一係合装置及び第二係合装置の双方のスリップ係合状態で回転電機に発電を行わせる第三制御モードへと移行させるモード移行制御を実行する。
【選択図】図3
Description
また、「直結係合状態」は、対象となる係合装置の両側の係合部材が一体回転する状態で係合されている状態を表す。「スリップ係合状態」は、両側の係合部材が回転速度差を有する状態で駆動力を伝達可能に係合されている状態を表す。なお、「解放状態」は、両側の係合部材間で回転及び駆動力が伝達されない状態を表す。
また、出力部材の回転速度に応じた換算回転速度よりも所定の設定差回転速度だけ高い回転速度を目標として回転電機の回転速度を制御することで、第二係合装置のスリップ係合状態を適切に実現することができる。
本実施形態に係る制御装置4による制御対象となる駆動装置1は、いわゆる1モータパラレル方式のハイブリッド車両用の駆動装置として構成されている。図1に示すように、この駆動装置1は、内燃機関11に駆動連結される入力軸Iと車輪15に駆動連結される出力軸Oとを結ぶ動力伝達経路に、内燃機関11及び入力軸Iの側から順に、発進クラッチCS、回転電機12、変速機構13、及び出力軸O、を備えている。変速機構13には後述するように変速用の第一クラッチC1が備えられており、これにより、入力軸Iと出力軸Oとを結ぶ動力伝達経路に、入力軸Iの側から順に、発進クラッチCS、回転電機12、第一クラッチC1、及び出力軸O、が設けられている。これらは、ケース(駆動装置ケース)内に収容されている。本実施形態では、出力軸Oが本発明における「出力部材」に相当する。
図1に示すように、本実施形態に係る制御装置4は、駆動装置制御ユニット40を備えている。駆動装置制御ユニット40は、主に回転電機12、発進クラッチCS、及び変速機構13を制御する。また、車両6には、駆動装置制御ユニット40とは別に、主に内燃機関11を制御する内燃機関制御ユニット30が備えられている。
内燃機関制御部31は、内燃機関11の動作制御を行う機能部である。内燃機関制御部31は、内燃機関トルクTe及び回転速度の制御目標としての目標トルク及び目標回転速度を決定し、この制御目標に応じて内燃機関11を動作させる。本実施形態では、内燃機関制御部31は、車両6の走行状態に応じて内燃機関11のトルク制御と回転速度制御とを切り替えることが可能である。トルク制御は、内燃機関11に目標トルクを指令し、内燃機関トルクTeをその目標トルクに追従させる(一致するように近づける)制御である。回転速度制御は、内燃機関11に目標回転速度を指令し、内燃機関11の回転速度をその目標回転速度に追従させるように目標トルクを決定する制御である。
発電停車制御は、例えばパラレル走行モード(本例ではパラレル発電モード)にて車両6が走行している状態、且つ、アクセルオフの状態で、低車速状態となったことをトリガーとして開始される。ここで「低車速状態」は、変速機構13において最大変速比の変速段(本例では第1速段)が形成されている場合において発進クラッチCS及び第一クラッチC1の双方が直結係合状態であると仮定した場合における入力軸Iの推定回転速度が、低車速判定閾値(低車速判定しきい値)X1未満の状態である。入力軸Iと一体回転するように駆動連結された内燃機関11は、所定の内燃機関トルクTeを出力して自立運転を継続するためには一定速度以上で回転する必要がある。本例では、内燃機関11がある程度余裕をもって自立運転を継続可能な回転速度として、低車速判定閾値X1が設定されている。
最後に、本発明に係る制御装置の、その他の実施形態について説明する。なお、以下のそれぞれの実施形態で開示される構成は、矛盾が生じない限り、他の実施形態で開示される構成と組み合わせて適用することも可能である。
また、上記のように第一クラッチC1の温度は第一クラッチC1の発熱量に基づいて推定可能である。そこで、過熱回避制御において、例えば温度状態監視部51が第一クラッチC1の温度に代えて第一クラッチC1の発熱量を監視する構成とし、その発熱量が所定の高発熱判定閾値(高発熱判定しきい値)以上となった場合に上記と同様の処理を行うように構成しても実質的に同じであり、上記と同様の効果を得ることができる。
また、必ずしも車両6が完全に停止する必要はなく、パラレル発電モード、第二スリップ発電モード、第一スリップ発電モードの順にモード移行が行われた後、例えば第一スリップ発電モードのまま車両6が極低車速での走行を継続しても良い。或いは、その後加速して、他の走行モード(例えば、第二スリップ発電モードやパラレル発電モード等)で車両6が走行を継続しても良い。これらの場合、パラレル発電モードから第二スリップ発電モードを経て第一スリップ発電モードにモード移行させるための一連の処理が、本発明における「モード移行制御」に相当する。
また、例えば回転電機12と出力軸Oとの間にトルクコンバータ等の流体継手を備える場合において、当該流体継手が有するロックアップクラッチを「第二係合装置」としても良い。或いは、例えば回転電機12と出力軸Oとの間に専用の伝達クラッチを設け、当該伝達クラッチを「第二係合装置」としても良い。これらの場合には、変速機構13として、自動無段変速機構、手動有段変速機構、及び固定変速機構等を用いることもできる。また、変速機構13の位置も任意に設定することができる。
4 制御装置
11 内燃機関
12 回転電機
15 車輪
43 回転電機制御部
43a 目標回転速度設定部
44 発進クラッチ動作制御部
45a 第一クラッチ動作制御部
46 発電停車制御部
51 温度状態監視部
I 入力軸
O 出力軸(出力部材)
CS 発進クラッチ(第一係合装置)
C1 第一クラッチ(第二係合装置)
Td 要求駆動力
Nmt 目標回転速度
ΔN1 設定差回転速度
Np 設定回転速度
Y1 高温判定閾値(高温判定しきい値)
Claims (4)
- 内燃機関と車輪とを結ぶ動力伝達経路に、前記内燃機関の側から順に、第一係合装置、回転電機、第二係合装置、及び出力部材、が設けられた車両用駆動装置を制御対象とする制御装置であって、
前記第一係合装置及び前記第二係合装置の双方の直結係合状態で前記回転電機に発電を行わせる第一制御モードから、
前記第一係合装置の直結係合状態且つ前記第二係合装置のスリップ係合状態で前記回転電機に発電を行わせる第二制御モードを経て、
前記第一係合装置及び前記第二係合装置の双方のスリップ係合状態で前記回転電機に発電を行わせる第三制御モードへと移行させるモード移行制御を実行する制御装置。 - 前記第三制御モードにおいて、
前記車輪を駆動するための要求駆動力に応じたトルクを伝達するように、スリップ係合状態の前記第二係合装置の伝達トルクを制御すると共に、
前記第二係合装置が直結係合状態であると仮定して前記出力部材の回転速度を前記回転電機に伝達された場合の回転速度に換算して得られる換算回転速度に対して、所定の設定差回転速度を加算して得られる回転速度を目標として前記回転電機の回転速度を制御する請求項1に記載の制御装置。 - 前記第三制御モードにおいて、前記第二係合装置の温度が予め定められた高温判定しきい値以上となった場合には、前記第二係合装置が直結係合状態であると仮定して前記出力部材の回転速度を前記回転電機に伝達された場合の回転速度に換算して得られる換算回転速度と、前記回転電機の回転速度との差回転速度を減少させるように前記回転電機の回転速度を制御する請求項1又は2に記載の制御装置。
- 前記第二係合装置の温度が前記高温判定しきい値を超えて高くなるに従って前記差回転速度を小さくする請求項3に記載の制御装置。
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DE112012002062.6T DE112012002062T5 (de) | 2011-08-08 | 2012-08-08 | Steuerungsvorrichtung |
PCT/JP2012/070252 WO2013022039A1 (ja) | 2011-08-08 | 2012-08-08 | 制御装置 |
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CN104870285B (zh) * | 2012-12-26 | 2017-07-18 | 丰田自动车株式会社 | 混合动力车辆的控制装置 |
US9260105B2 (en) * | 2013-08-05 | 2016-02-16 | GM Global Technology Operations LLC | System and method of power management for a hybrid vehicle |
US20170043779A1 (en) * | 2015-08-11 | 2017-02-16 | Hyundai Motor Company | Control method of vehicle |
KR101714230B1 (ko) * | 2015-09-24 | 2017-03-08 | 현대자동차주식회사 | 차량용 클러치 보호방법 |
CN110418742B (zh) * | 2017-03-22 | 2022-06-28 | 株式会社爱信 | 车辆用驱动控制装置 |
DE102017216392A1 (de) * | 2017-09-15 | 2019-03-21 | Zf Friedrichshafen Ag | Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs |
US10576837B2 (en) * | 2018-07-11 | 2020-03-03 | GM Global Technology Operations LLC | Electrical drive unit |
KR20220026380A (ko) * | 2020-08-25 | 2022-03-04 | 현대모비스 주식회사 | 듀얼모터가 장착된 차량의 구동력 제어 장치 및 그 제어방법 |
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